Internal-combustion engine



March 24, 1925.

H. J. SEAMAN INTERNAL COMBUSTION ENGINE Filed Oct. 12. 1922 3 Sheets-Sheet l March 24, 1925. 1,531,034

H. J. SEAMAN INTERNAL COMBUSTION ENGINE Filed Oct. 12'- IS Z 3 Sheets-Sheet 2 March 24, 1925.

H. J. SEAMAN INTER)! counusuon Enema 3 Sh'eets-Sheet 5 Filod- Oct 12 192;

IIIIIIIIIIIIIIIIIII/l Patented Mar. 24, 1925.

UNITED STATES HABBY'J'. SEAMAN, OF MILWAUKEE, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Application filed October 12, 1922. Serial No. 594,022.

To all whom it may concern:

Be it known that I, HARRY J. SEAMAN, a citizen of the United States, and resident of Milwaukee, in the county of Milwaukee and State of \Visconsin, have "invented certain new and useful Improvements in Internal- Combustion Engines; and I do hereby declare' that the following is a full, clear, and exact description thereof.

The invention relates to improvements in explosion engines and more especially two cycle interna combustion engines.

It comprises two pairs of similar cylinders. One'of the cylinders of each pair is pro vided with an inlet port and from the bottom of this cylinder a by-pass leads to the bottom of the other cylinder of the pair.

An important object of the construction is the disposal of the opening from its by-pass' into the last mentioned cylinder in such mannor that the incoming fluidwill sweep across the bottom of the cylinder into a conduit leading to the top of the cylinder. The sweep of the fluid is such that an efl'ective scavenging action results, the condensed liquids being picked up and carried through the conduit.

With the above and other objects in View, which will appear as the description proseeds, the invention resides in the novel construction, combination and arrangement ofparts substantially as hereinafter described and more particularly defined by the appended claims, it being understood that such changes in the precise embodiment of the herein disclosed invention may be made as come within the scope of the claims In the accompanying drawing is illustrated one complete example of the physical embodiment of the present invention constructed according to the best mode so far devised for'the practical application of the principles thereof, and in which Figure 1 is a longitudinal, vertical section taken centrally through the cylinders.

Figures 2, 3, and t are horizontal section's on the lines 2-2, 3-3, and 4-4, respectively, of Figure 1.

Figure 5 is a plan showing the water j acketing with the cylinder head removed.

Figure 6 is a vertical section on the line 6-6 of Figure 1.

Figure 7 is a section of the water jacketing of an exhaust port, taken on the line 7? of Figure 8, and

Figure 8 is .a section taken on the line 88 of Figure 7.

Referring to the drawing in detail, there is shown an engine having cylinders 1, 2',- 3, and 4, which are formed in one casting. Cylinder 1 is similar to cylinder 4 and cylinder 2 is similar to cylinder 3. Cylinders 1 and 2 are spaced apart forming an intermediate chamber 5 and cylinders 3 and/l are spaced apart forming an intermediate chamher 6. The explosion chamber end of the cylinders is provided with a water jacketing 7. A cylinder head 8 is provided having openings 9 and 10 therein for the reception of spark plugs. y

Leading from the interior of each cylinder to the interior .ofchambers 5 and 6 are longitudinal slots 11 extending longitudinally of the cylinders. Each cylinder is provided with a piston 12 of the pump type so that it may be longer than the usual pistons ofthe internal combustion'engines, while a pair of piston rings are provided near the closed'end of the piston and also near the open end thereof. The piston is of such length as to always maintain the slots 11 of the respective cylinders closed to the exlosion end or the other end of the cylinder.

xtending diametrically through each piston at a point about intermediate of its ends t is a cylindrical web 14 having a passage therethrough diametrical to the respective pistons. its passage receiving the correspond ing end of pin 15 extending through each piston and through the intervening space of the chambers and through slots 11. For the purpose of introducing the-pin, holes may be provided which are normally closed by plugs 16.

The cylinders are mounted. on a suitable base plate 17 which 'constitutes'the top of the crank case. The base plate may be of any oi the ordinary types and is so formed as to close the ends of the cylinders remote from the explosion chamber ends thereof. A. pitman 18 connects pin 15 to the. crank. In the explosion chamber end of cylinders 2 and 3 are exhaust ports 19 and 20 so located as to be uncovered by the piston 12 in the cylinders as they approach the completion I oftheir power stroke.

In the explosion end of cylinders 1 and 4; are ports 21 and 22 so located as to be uncovered by the piston on the completion of their power strokes. Each of the ports 19.

. a clean condition.

20, 21, and 22 comprises a plurality of spaced openings. Ports 19 and 20 are of greater length in the direction of the longitudinal axis of the cylinders than are ports 21 and 22, so that on the downward stroke of the pistons the-ports 19 and 20 will be uncovered before ports 21' and 22 are opened.

Longitudinally of cylinders 1 and 4 are conduits 23, as shown in Figure 6. Each conduit extends from an upper port 21 or 22 to a corresponding lower port 24 or 25. Ports 24 and 25 comprise a plurality of openings located immediately adjacent to base plate 17. The ends of cylinders 2 and 3 remote from the explosion chamber ends thereof are each provided with a port 26. Each of the ports 26 is connected by a bypass 27. Thus two by-passes are provided, one connecting cylinder 2 to cylinder 1 and the other connecting cylinder 3 to cylinder 4. Cylinders 2 and 3- are also provided at an appropriate point so as to be uncovered by the piston within the cylinder when at the completion of its compression stroke with the inlet port 28, shown in dotted lines in Figure 1, which may constitute a simple air inlet or may be connected to a suitable pipe or conduit leading from a carburetor, or other source of explosive mixture. Each of the ports 28 comprises a plurality of.

openings. A plurality of openings, however, are not necessary, as single openings will suffice to admit the fluid. v

The manner of operation of the pistons and cylinders 3 and 4 will be described. It is apparent that the operation of cylinders 1 and 2 is similar. Let it be assumed that the pistons 12 are at the completion of the compression stroke and that port 28 has been uncovered. Since'during the greater portion of the movement of the pistons on the compression stroke, the ports22 have been closed and the port 28 is'also closed. there is created within the ends of the cylinders 3 and 4 remote from the. explosion chamber ends a partial vacuum so that when the port 28 is uncovered thcre is an in-rush of air or explosive mixture, as the case may be. which quickly distributes through the corresponding ends of the two cylinders because of the connection of the by-pass 27 and ports 26-26. The compressed explosive charge has become equalized through the explosion chamber ends of the cylinders 3 and 4 because of a common connecting passage 29 at this end of the structure, this passage being unobstructed or free between the two cylinders. While a spark plug may be provided for each of the cylinders 3 and 4, preferably only one is installed. It is located in opening 10 so that the in-rush of the fluid passing through passage 21 operates to wipe the terminals and keep them in On the admission of the charge the pistons are driven simultaneously towards the other ends of the cylinders on the power stroke and movement is imparted through pin 15 and pitn1an18 to the crank shaft. The power stroke of the piston and cylinder 3 quickly closes the inlet port 28 and the air or charge imprisoned in the lower ends of the cylinders becomes compressed because of the movement of the pistons towards vsuch ends of the cylinders. Before the power stroke is completed the piston in cylinder 3 uncovers the exhaust port 18 and a portion of the gases of combustion find their escape therethrough before ports 22 in cylinder 3 areuncovered. When this occurs there is an'immediate rush of compressed charge through ports 22, driving before it the burned gases within cylinder 4 and forcing the latter through passage 29 into the explosion chamber endof cylinder 3 out through the now enlarged exhaust port 20.

By the time this has occurred and before any of the fresh charge can escape through the exhaust port 18 the latter has been again closed by the compression stroke of the pis ton within the cylinder 3.

It will be noted that in cylinder 4 a single lower outlet port 25 is provided comprising a plurality of openings. This port is spaced circumferentially about the cylinder away from port 26' opening into the cylinder from by-pass 27. Consequently, with the in-rush of the fluid through the by-pass there is an effective sweep across the cylinder 4. This thorough sweeping of the cylinder results in the picking up of condensed fuel in the cylinder and results in a thorough scavenging action eliminating all heavy dcposited matter. There is no dead spot in the lower part of cylinder 4, but the entire area is subjected to the sweeping action of the incoming air or gas. By-pass 23, as shown in Figure 4, has to be almost quandrantular in horizontal connection. Its angular length need not have to be so great. but the port 25 may be located immediately opposite to port 26' and the conduit 23 may be made deeper. Applicant does not limit himself to the particular length indicated in Figure 4 of the drawings.

On each of the conduits 23, one of which is associated with cylinder 1, the other being on cylinder 4, a casting 30 is provided, secured in position by bolts 31 or other securing means. The casting is hollowed internally forming an auxiliary chamber 32 which is in communication through openings in the casing and the wall of the cvl-' inder, the opening in the casing being nor mally closed by a valve 33. A stem 34 on. the valve extends through an opening in the casing and is enveloped by helical spring 35 contacting at one end with a collar 36 and thus normally retaining the valve 33 against a valve seat provided at the opening.

sirable when the engine is starting or run-.

ning at slow speed. With too high a compression some of the mixture may be d1s.- charged through outlet port 20. When the valve 33 is in closed position a much higher compression results so that the motor may run at a higher speed. The position of the auxiliary chamber makes for a high speed. The capacity of chamber 32 is equal to that portion of cylinder 4 between port 22 and the cylinder head. Applicant does not limit himself to the specific casing 30 and its associated parts, but aims at the provision of means .in general for varying the base compression.

Because of the excessive heating of exhaust ports 19 and 20 the water jacket is extended to cover this part and manifold 40 provided with flanges 41 and 42 isse cured to the water jacket by means of bolts 43 extending through tubular webs 44. The water jacketing of the exhaust orts prevents the overheating of the cylin er wall at these points and prolongs the life of the motor.

As shown in Figure 5, the water jacket and cylinder tops are connected by a. horizontal web 45. An opening 46 is provided in the web at one end and an enlarged opening 47 is provided between cylinders 2. and 3. Openings 48v and 48' are provided at the sides of the cylinders. Thus the cylinders are effectively water jacketed, the

flow of the water beingassured on all sides. The openin 47 is especiallylarge as cylinders 2 and 3 are hotter than cylinders 1 and 4, since all of the exhaust gases are discharged through ports 19 and 20. The spacing apart of cylinders 2 and 3 results in the provision of proper room'for bearing purposes in the crank case, and at the same time insures the proper cooling of the cylinders. Cylinder 3, as described, is on the left of cylinder 4. If the cylinder 2 were located on the left of cylinder 1, it would be necessary to provide a lar er water jacket on the left end'of the en me, That is to say, the water jacket woul be spaced farther from the cylinder wall on the extreme left end of the engine as used in Figure 1.' The result of this would be to elongate the engine as cylinder 1 could not be located immediately adjacent to cylinder ing upper inlet ports communicatin .3, since that would not provide a proper water jacket space adjacent the hot cylinder 3 and also insuflicient bearing room would be provided inthe crank case. The locating of cylinders 2and 3 together results in a shorten of the engine arid at the same time provides effective water j acketing and proper bearing space.v

A further result is accomplished by this location, in that intake ports 28 are located adjacent each other and thus a short manifold is provided having the many advantages of a short manifold well known to those skilled in the art. i

If desiredthe locations of ports 22 and .20 may be reversed, port 20 being located where port 22 is. A pipe may then be used as a conduit connecting ports 22 and 25. Similarly, the locations'of ports 19 and 21 may be reversed. Cylinders 1 and 4 would then be hotter than cylinders 2 and 3.

I claim: 7

1. An internal combustion engine comprising a first and a second cylinder, said cylinders having a passa e way connecting their upper ends, said rst cylinder having exhaust ports in its'upper portion, and

having fuel inlet ports in itsalower portion,

said cylinders having a passageway connecting their lower ends, said second cylinder having inlet ports on one side at its lower end, communicating with said last mentioned. passageway, and having outlet ports at its lower end on the opposite side from the inlet ports, said second cylinder havwith 831d lower outlet ports, pistons within said cylinders, adapted to uncover said ports,

and means connecting said istons.

2. An internal combustion engine comprising a first and a second cylinder, said cylinders having a passage way connecting their upper ends, said first cylinder having exhaust ports in its upper portion, and having fuel inlet ports in its lower portion, said cylinders having a passage way connecting their lower ends, said second cylinder having inlet ports on one side at its lower end communicating with said last mentioned passageway, and having outlet ports at its HARRY J. SEAMAN. 

